Car-propelling system



(No Model.) 2 Sheets-Sheet 1. W. S. JOHNSON. GAB. PROPELLING SYSTEM. No. 461,536. Patented Oct'. 2i), 1891r D E50. e

(No Model.)

Y 2 Sheets--Sheet `2V. W. S. JOHNSON. GAR PROPELLING SYSTEM.

-, Patented Oct. 20, 1891.

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NITED STATES PATENT OFFICE.

VARREN S. JOHNSON, OF MILVAUKEE, NISCONSN.

CAR-PROPELLING SYSTEM.

SPECIFICATION forming part of Letters Patent No. 461,536, dated October 20, 1891. Application filed April 22, 1891. Serial No. 389,901. (No model.)

T0 all whom, 2115 may concern,.-

Be it known that. I, WARREN S. JOHNSON, of Milwaukee, in the county of Milwaukee and State of lVisconsin, have invented certain Improvements in Car-Propelling Systems, of which the following is a specification.. c

The present invention relates to a system generically represented and claimed in my application for-Letters Patent tiled on the 6th direct action of the explosives'contined be# hind them, and also cylinders and pistons arranged 4adjacent to the track, this second arrangement falling Within the generic claims of the patent, but not being specifically claimed. The present patent relates to and is intended to cover specifically7 this second arrangement, with the cylinders and pistons adjacent to the track.

l The invention also includes various details of construction designed to secure in an efficient manner the admixture of the explosive gas and air, the ignition of the charge, the discharge of the residual or spent gases from the cylinder, and the application of the impulses effectively to the car, as will be hereinafter pointed out.

In the accompanying drawings, Figure l is a side elevation of a section of my track or road with a car approaching one of the propelling mechanisms. Fig. 2 is a similar View with the propelling devices as they appear at the instant of completing their action on a car. Fig. 3 is a vertical cross-section on the line 3 3, indicated in the other figures. Figs.

4 and 5 are plan views of the clutch or grip-l ping device through which the car engages the propelling devices. Fig. 6 is a top plan view of the parts shown in Figs. l and 2. Figs. 7 and S are vertical longitudinal sections through the propelling-cylinder and its and a', attached firmly to and sustained by frames d2, which maybe mounted on posts or otherwise.

B represents one of the cars or carriers, which may be made in any form and manner adapted to traverse the track, but which, as represented, consists of a skeleton frame l), provided with a series of sustaining and guiding wheels b', grooved to embrace the rails, and with side chambers or compartments b2 to receive the articles to be transported.

C represents one of the series of propellingcylinders closed at one end, fixed horizontally in position adjacent to the track and containing a piston D, carrying two rods (l, which are extended beyond the open end of the cylinder and attached to a cross-head d', which slides on fixed guide-rods d2subject to the pressure of spiral springs d3, which tend to push the piston backward into the cylinder. The crosshead is jointed at c to a bar E, which lies alongside of the lower track or rail in guides which permit it to be reciprocated endwise by the piston. Each car in advancing rides over this bar E, and is provided on the under side with a clutch or grip F, arranged to straddle the bar, and so constructed that if the bar be thrust rapidly forward by the piston the clutch will engage and cause the car to advance with the bar. The clutch may be variously constructed; but l recommend the simple construction shown in Figs. 4 and 5, in which fis a grooved block fixed tothe car to straddle the propelling-bar E, and f f two opposing vertically-pivoted dogs mounted on the block and urged toward each other by springs f2, so that while they permit the car to pass freely forward along and beyond the bar they will bite and lock the car and bar together wheneverthe latter begins to move faster than the car. I propose to use in the IOO cylinder the well-known explosive mixture of carbureted hydrogen and air or other eXplosive compounds.

To effect the admission of the air into the combustion space or chamber in the rear end of the cylinder beyond the path of the piston, I provide a vertically-moving piston-valve G of a wellknown type, having at its upper and lower ends pistons g g" to close openings in the top and bottom of the cylinder. When raised,the valve closes the two holes, as in Fig. S, but when lowered, as in Fig. 7, after the explosion it opensboth holes, allowing the residual or spent vapors to escape through the top opening, while fresh air enters at the bottom to fill the chamber.

To the rear end of the cylinder I secure the pump-cylinder Il, into the outer end of which the gas is admitted from any suitable source through pipe I and checlovalve J. In cylinder II is mounted piston K, with an inwardly-opening valve 7a, and with a tube 7e surrounding the valve and extending tightly through the intervening cylinder-head into the eombustion-chamber. Tube 7s has rear lateral openings k2, so that as the piston is retracted the gas4 passes through valve 7l'. and opening 7a and fills cylinder II. lVhen, however, the piston advances, the valve 7s, closes, and the gas is driven forcibly through openings k2 and tube 7./ into the combustion-chamber, where it is thoroughly mingled with the air therein. "Within the piston-tube 7s. is mounted a spindle having at the forward end a conical head L, which serves, first, as it is advanced with the piston to enter a hole in the air-valve G and close the same, and, second,at the time of the explosion to seat itself against and close the forward end of tube 7c', so that the gases cannot pass back into the pump-cylinder- After the air-Valve is raised it is held by the tube 7c advancing therethrough, as shown in Fig. S, until the pumppiston again retreats aft-er the explosion.

Various means maybe used to operate the pump; but I prefer to connect its piston-rod, as in Figs. l and 2, through an elbow-lever 7a4 and link L5 to a track-lever k6, pivoted at k7 and acted upon by a spring 71:8, which holds it normally in an inclined position in the path of the advancing car, as shown in Fig. l, so that as the car advances andV before it reaches the impelling-point it depresses the traclolever and thus causes the air-valve tobe closed and the gas to be driven into the explosionehamber of the main cylinder. As the impulsive action on the car is completed its rear end advances beyond and releases the track lever, thereby allowing the lever and pump-I piston to retreat under the influence of spring ks and the airvalve to fall to an open position. -The ignition of the charge may be effected by an electric spark or by a flame through any suitable means.

As shown in the drawings, M is an insulated electrode entering the combustion-chamber from a battery, dynamo, or other source of electric supply, and N a second electrode or circuit-closer in the same circuit pivoted in the combustion-chamber and notched or serrated at its free end, so that in swinging up and down it will repeatedly open and close the circuit and produce an igniting-spark. It falls by gravity, but is raised as the pump completes its action by the valve-h ead L striking it above'the center, as in Fig. 8. The circuit may be completed from N through the cylinder to which the conductor will be attached. In order to insure the passage of the current to the electrode N and also to insure its fall, I prefer to provide a conductingspring O, fixed at one end in the combustionchamber and bearing at the other on a pin n on the side of N.

The cylinder, pump, piston, and their adjuncts, as above explained, constitute, jointly, a propelling or impulse mechanism. There will be a suitable number of these mechanisms located at different points along the road at intervals such that the impulsereceived by the car from one mechanism will cause it to travel forward to the next, or, if desired, as a matter of precaution, to the second mechanism beyond. The ear, being in this manner subjected to frequent and powerful irnpulses, is caused to travel over the road automatically and at high velocity. The distance between the stations or propelling mechanisins will be longer or shorter, dependent upon the road being level or at a greater or less inclination and upon other modifying circumstances. By properly adjusting or proportioning the parts the strength of the impulse at each station may be controlled as economy and efficiency may demand.

Collisions between cars on my road are practically impossible, for the reason that it' the car is retarded so that it is nearly overtaken by another the second car will reach the propelling mechanism before the spent gases are wholly discharged from the cylinder, and consequently the new charge diluted and weakened in effect by the residual gas will impart to the second car an abnormallyfeeble impulse, thus reducing its speed and giving the antecedent car time to quicken its speed. This action occurring repeatedlygives the first car time to regain its position. In this manner the distance between the cars is rendered selfcontrolling to such an extent as to prevent accidents.

In order to prevent the pistons from being blown out of the main cylinder in the event of an exceptionally strong explosion or light resistance, I provide a stop or abutment I in any suitable form and position.

Having thus described my invention, what I claim isl. In combination with a track or way and a ear movable thereover, a cylinder adjacent to the track, a piston therein, intermediate devices through which the piston acts to ad- IOO IIO

vance the passing car, and means actuated by the car for admitting an explosive charge to and igniting it within the cylinder.

2. A track and a car provided with a clutch and movable over the track, in combination with a cylinder adjacent to the track, a piston having a longitudinal bar attached for the clutch to engage, a spring connection to return the piston, a gas-introducing mechanism and igniting mechanism, and a device acted upon by the car to eiect the introduction and ignition of the gas.

3. 1n a car-propelling mechanism, and in combination with the cylinder and .car-propeiling piston, a pump toinrroduce gas, a' valve to permit the outflow of thc spent gases and the inflow of air, an igniting device, and means for operatin g said parts from the passing car.

4. In combination with the cylinder and piston, the cylinder-valve to admit air and discharge the spent gases, the pump-cylinder, the pump-piston With its tube and rear valve to deliver exclusivelyT into the main cylinder, the front valve carried by the tube and arranged to actuate the cylinder-valve, and the ign itin g device also actuated by said front valve.

5. In combination with a track and a series of cars movable thereover, a series of propelling mechanisms distributed along the track to act successively on the passing car, each of said mechanisms comprising a cylinder, a piston, and devices through which it actuates the passing cars, and means actuated by the car for introducing and igniting gas and controlling' the discharge of the spent gases, whereby each car is subjected to successive impulses and a car following another sub-4 j ected to feeble impulses from diluted charges in the event of its following in dangerous proximity to a preceding car.

In testimony whereof I hereunto set my hand, this 14th day of March, 1891, in the presence of two attesting witnesses.

WARREN si JOHNSON.

Witnesses:

W. H. RICHARDSON, W. D. BRISTOL. 

